Combustion gas turbine arrangement



June 14, 1949.

R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 1 Filed April 18, 1942 WIT/V555 runways.

June 14, 1949. BlRMANN 2,473,356

COMBUSTION GAS TURBINE ARRANGEMENT Filed April 18, 1942 16 SheetsSheet2 June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT l6 Sheets-Sheet 3 Filed April 18, 1942 TURBINE BURNER LA/R COMPRESSOR BUR R TURBINE "22; l Pzza o v/E 557776??? ALA R. BlRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 4 2m in mQ fiad'fliff June 14', 1949.

Filed April 18, 1942 wa /m June 14, 1949. R. BuMANN 2,473,356

COMBUSTION GAS TURBINE ARRANGEMENT Filed April 18, ,1942 16 ShSGtS-ShBBt 5 M/VE/V/DR I girmann.

June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 6 Filed April 18, 1942 Ik I II I l I mvm June 14, 1949. BlRMANN 2,473,356

COMBUSTION GAS TURBINE ARRANGEMENT Filed April 18, 1942 16 Shets-Sheet 7 June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 8 Filed April 18, 1942 0. R 0 Wflm ha w Mm Y R RV l6 Sheets-Sheet 9 Filed April 18, 1942 Xv wuv OOOO Gvv xrrom Y June 14, 1949. R. BIRMANN 2,473,356

COBBUSTIQN GAS TURBINE ARRANGEMENT Filed April 18, 1942 16 Sheets-Sheet 1o NmV wmvm F Fan 0691i Zz rmann Arrow: .9.

W/IWESS: K2

June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 11 Filed April 18, 1942 June 14, 1949.

R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 12 Filed April 18, 1942 MIA/EMMA Raw/o Z:

[VITA 88:

@gwm

km azz'iz 2y 4 0v Y ,vrra g/m at June 14, 1949. B|RMANN COMBULTION GAS TURBINE ARRANGEMENT l6 Sheets-Sheet 13 Filed April 18, 1942 III 07m? I 17/ IWEJS:

June 14, 1949.

R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT Filed April 18, 1942 16 Sheets-Sheet 14 I //V VE N 70/? WITNESS. #MA/ June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT Filed April 18, 1942 16 Shets-Sheet 15 June 14, 1949. R. BIRMANN COMBUSTION GAS TURBINE ARRANGEMENT 16 Sheets-Sheet 16 Filed April 18, 1942 Nmw Rza/ov rmafilz a AL, AITU/P zys.

W/ MESS Patented June 14, 1949 UNITED STATES PATENT OFFICE mesne assignments, to Turbo Engin eel-ing Corporation, a corporation of Delaware Application April 18, 1942, Serial No. 439,569

2 Claims. 1

This invention relates to a turbine unit adapted primarily for the propulsion of aircraft, though it will be evident that features of the unit are applicable for other power producing purposes. The unit is particularly designed to convert the heat energy obtained by combustion of fuel directly into mechanical energy by expansion of the combustion gases in a turbine without the intermediate use of an engine, though it will be obvious that various features of the invention are applicable to the use of exhaust gases from an internal combustion engine to drive a turbine to effect'supercharging or other end.

The various objects of the invention relate primarily to the arrangements of the parts of a unit of the type described and to the control therefor to secure an efficient and practical operation, particularly for aircraft or other high speed propulsion.

One object of the invention is the provision of a unit inwhich two separate turbines are provided for propulsion and for the driving of a compressor arranged to supply air under pressure to support the combustion of fuel. In the most desirable embodiment of the invention. the unit is adapted to operate independently of an internal combustion engine, fuel being burned in a stream of compressed air to produce products of combustion to drive the pair of turbines. In such an arrangement, the turbine driving the air compressor desirably runs continuously and more or less uniformly independently, at least so far as mechanical connections are involved, of

the turbine adapted to drive a propeller or otherwise produce mechanical power. In accordance with the invention, the main and auxiliary turbines may be compounded in series, the former constituting the high pressure turbine and the latter a low pressure turbine receiving its driving gases from the former. By providing independent turbines as described, full and free control over the main turbine is possible without considering the auxiliary turbine and its functions, so that the highest freedom for maneuverability of the aircraft is obtained.

In the present specification the high pressure turbine drives a propeller and is the primary power turbine, while the low pressure turbine or turbines drive a compressor arrangement and give rise to a high velocity propulsion jet. This arrangement may be reversed, however, and my copending application, Serial No. 439,570, filed April 18, 1942, now Patent No. 2,428,830, issued October 14, 1947, relates to this alternative.

Numerous features of the invention are common to both alternatives and are claimed herein.

A further object of the invention is the utilization of the final exhaust gases for aiding, or even taking a primary part, in the driving of the aircraft by causing them to issue from the unit in the form of .a high velocity let. To achieve this end, the last turbine stage desirably consists of a wheel of a semiaxial flow type, ineflicient dynamically from the usual viewpoints of turbine practice, but capable of effecting discharge of the gases at very high-velocity.

A further object of the invention, relates to the arrangement of a plurality of stages in the high pressure turbine to secure not only a compact arrangement, but proper cooling provisions. In accordance with the invention, however, a

single stage high pressure turbine may be provided and a plurality of mechanically independent lower pressure turbines driving separate compressor stages. a

In the preferred form of the invention, a compressor having a plurality of stages to secure a high compression ratio is employed. The entry of air to supply the compressor is effected at high velocity from the slip stream of the propeller or the stream of air flowing relative to the plane, and this velocity energy is converted into pressure energy to aid in securing a high degree of compression. In some cases, intercooling is desirable between stages of the compressor. -Various objects of the invention relate to these features.

A further object of the invention is the provision of heat transfer between the hot turbine gases leaving the turbine and the air flowing to a combustion device where its temperature is further increased to the final working temperature. This preheating of the air results in the requirin of less fuel to attain the final temperature.

Still other objects of the invention relate to matters of control and regulation of the various parts to take care of varying conditions of operation and idling. In accordance with the in- Figure 13 being taken on the broken plane indi- V I catedat i-I in Figure 3;

Figure 2 is an elevation of an airplane showing the fashion in which the units are embodied therein;

Figure 3 is a transverse section taken on the of the second stage wheel 35. From these last named buckets, the gases pass to the exhaust passage 36, and thence through the connection 38 to the auxiliary turbine, illustrated in Figure 13. From the gas chest 40 of this turbine, the gases are expanded and directed by the nozzles 42 into the buckets 44 of the third stage turbine wheel 52. From this, they pass into the annular chamber 46, from which they are again discharged with a final expansion through nozzles 48 into the buckets 50 of the fourth stage wheel 54.

As will beevident from the drawing, the first and second stages form a main turbine entirely independent of the auxiliary turbine constituted by the third and fourth stages. The latter turbine is carried by the overhanging end of the plane the trace of which is indicated at 3-3 in Figure 1B;

Figure 4 is a diagram illustrating the flow characteristics in the last turbine stage;

Figure 5 is a block diagram illustrating the control features of the unit involving the features of Figures 1A, 1B and 3,

Figures 6 to 9, inclusive, are diagrammatic views, partiallyin section, and generally similar to Figures 1A and 1B, illustrating various modifled embodiments of the invention;

Figures 10 and 11 are, respectively, diagrammatic views, partially sectional in character, illustrating in side elevation and plan another and preferred form of the invention;

Figures 12A, 12B, and 120 are sectional views in order from front to rear of the unit of Figures 10 and 11;

Figure 13 is a vertical section taken on the broken plane I3I3 of Figure 123;

Figure 14 is a vertical section taken on the broken plane I4I4 of Figure 120;

Figure 15 is a vertical section taken on the broken plane I5I5 of Figure 12A;

Figure 16 is a horizontal section taken on the plane I6I8 of Figure 15;

Figure 17 is a diagrammatic sectional view showing an alternative regulating arrangement applicable to units of the preceding types; and

Figure 18 is a, diagrammatic sectional view showing still another regulating arrangement.

An airplane embodying the units is illustrated at 2, the units being indicated at 4 as driving a pair of propellers, shown at 6, The propeller hubs 3 and the housings I 0 of the units form continuous streamlined arrangements or nacelles, merging,

for example, with wing surfaces or other streamlined parts, the smooth surfaces of which units are desirably interrupted to a minimum degree. Connecting pipes, which will be described later, may desirably be within the surfaces of the air plane Wings. 5

Referring to the first modification and particularly to Figures 1A and 1B, the propeller shaft is driven through reduction gearing I2, located within the housing, from the main turbine shaft !4 mounted in bearings I6 and I8 and carrying the main turbine wheels. The driving gases are supplied through the connection 20 to the gas chest 22, feeding the nozzles 24, which expand and direct'the combustion gases at high velocity into the buckets 2B of the first stage turbine wheel 28. From these buckets the gases flow into the passage 30, which serves as a gas chest for the second stage, the gases being directed in this stage by nozzles 32, which expand them to produce a high velocity of flow into the buckets 34 compressor shaft 56, mounted in bearings 58 and 60, and carrying a number of compressor impellers."

The air to be compressed enters openings 02 directed to receive air from the slip stream of the propeller as it passes over the forward end of the housing. The air entering openings 62 at high velocity passes into a common, annular diffuser region 64 where its velocity energy is transformed into pressure. From this region, it passes throughthe impeller passages 86 of the first stage impeller 68 whence it is discharged into the diffuser passages 12 in a cross-over arrangement indicated within the portion of the housing at 10. In the diffuser passages velocity is transformed into pressure and the air is fed from the crossover passage to the impeller passages I4 between the vanes of the next stage impeller 18, from which it is directed into the second stage diffuser 10. From this, the air may pass through the tubes of an intercooler 80, if that is used, and into an annular region 86 from which it is picked up by the vanes88 of the third compressor impeller 90.

This in turn discharges into diffuser passages 92 followed by cross-over passages which redirect the air into the last and final stage-impeller 06 provided with vanes 94. Finally, after passing through difi'user passages 98 of this stage, it is directed from an annular space, indicated at I00. into a receiving header I02, located at one side of the tail passage for the gases from the last turbine stage. From the header I02, the air passes through tubes I 06 and I08, the arrangement of which is most clearly indicated at Figure 3, into a receiving header I04 for the gas which is now compressed and heated, the heating being effected by heat exchange from the hot discharge gases of the last turbine stage which flow in the form of high velocity jets through the central and annular passages H0 and 2 provided by the arrangement of the tubes I06 and I08.

From the header I 04, the air passes through the'duct I to the burner illustrated at I I 6, to which fuel oil is supplied as indicated at I 18. Here combustion takes place, and the hot gases under pressure pass through the duct 20 to the first turbine stage, as described above,

The lntercooler indicated at may be cooled by scooping in air at 82 over the finned tubes through which the partially compressed air passes. The cooling air thus introduced is redischarged at 84 into the slip stream passing over the housing.

The first stages, at least, of the turbines handling the extremely hot gases may require cooling, and for this purpose there are provided cooling passages in the blades which define the turbine buckets. An air chest I20 is illustrated which may be fed by compressed air led from one of the 1 preliminary compression stages, for example, the second, through a connection indicated by construction lines in Fig. 1A. The cooling'air thus provided is picked up by the impeller portions of theco'oling passages I22 provided in the hub and bucket vanes, to the form of which passages reference will be made hereafter. The coolin air, heated and expanded, mingles with the discharged gases irom the stage which it cools. Similarly, the second stage is cooled, being provided with an air chest I24 supplying the cooling air to the passages I26. The air supply for cooling these stages must be at least at a pressure sufllcient to overcome the back pressure existing in the discharge spaces of the respective stages, taking into account fan action at the d'.s charge portions of the cooling passages.

In the case of the third stage, the cooling ar may be conveniently taken from the passage I28 s fed from the last stage of the compressor, the

cooling passages in the blades being indicated at I39. In the event that cooling of the last stage is necessary or desirable, suitable cooling passages 34 may be provided, fed with compressed air from the space I32, to which air may be supplied from the space I00. This matter or convenience, however, must be balanced against the loss of efllciency resulting from using the hi h pressure cooling air rather than low pressure air from the first, or not later than the second, compressor stage, from which, in fact, the cooling air may be derived. In the low pressure third and fourth turbine stages, the energy put into the high pressure air in the later compressor stages cannot be fully regained, and consequently. if m chanical arrangement permits, the cooling a r should be derived from the first compressor stage through suitable connections.

The above gives a general outline of the layout of the unit, the features of which may now be described in greater detail.

The tubine stages desirably follow the design features detailed in my Patent No. 2,283,176. issued May 19, 1942, or may alternatively embody the features of my application Serial No. 422,837, filed December 13, 1941, now Patent No. 2,410,259, issued October 29, 1946. This remark applies fully to the first three stages, and substantially to the last stage, though, as will be pointed out hereafter, that stage is desirably ineflicient from the standpoint of blading efficiency in order to secure the best jet efficiency to provide discharging gases flowing rearwardly at a high velocity to aid in the propulsion of the unit. The cooling passages which have been described are desirably arranged in accordance with the principles of said patents, in order to recover as muchenergy as possible from the cooling air.

The arrangement of the two wheels of the main turbine is highly desirable to secure not only economy of space, since the discharge passages may be conveniently interrelated as indicated in Figure 1A, but also to make it possible to introduce the cooling air to both wheels from one of the compressor stages, for example, the second. since the pressure therein in a unit of the type illustrated will be sufliciently high for the purpose. In the case of the auxiliary turbine, the two wheels are not arranged outlet facing outlet but rather to discharge in the same axial direction, since it is desired to have the discharge from the last wheel pass directly into the tail passage to provide a high velocity jet.

The cooling at 80 between thef-compressor the absolute discharge velocity 02.

6 stages may or may not be desirable, depending entirely on the ultimate requirements of the design. Its object is to reducethe amount of work to be done by the later compression stages to secure a predetermined 'over-all compression ratio and to maintain the air temperature sufliciently low so that aluminum impeller and magnesium alloy housing parts can be used. However, considering the complete operation of the unit, it will not pay greatly, because it cuts down the final temperature of the air and requires more fuel to raise the temperature of the combustion gases to a point to secure the maximum efliciency of the turbine units. While to a net extent it will generally pay for'its presence, its contribution may in some instances be of insufficient value to warrant its incorporation. In such case, it may be omitted, and in the instance illustrated, the air from the second stage may pass directly to the third.

The heat transfer from the discharging gases to the compressed air prior to the burning of the fuel is highly desirable. The jet eflect of the dis-' charge gases from the standpoint of their production of a useful thrust is not reduced by such heat transfer to a greater extent than the efficiency is increased by the heating of the compressed air. In fact, a maximum exchange of heat is desirable at this point consistent with the maintenance of a high jet velocity which might be substantially interfered with if a heat exchanger of very high heat transfer emciency were provided. An arrangement of the type disclosed is considered most desirable in which a minimum of mechanical interference with the jet flow exists while a sufliciently effective transfer of heat is secured throughthe walls of the coils. The passage of the compressed air over the low pressure turbine casing serves further to heat the air while at the same time cooling this turbine.

As indicated in Figure 1B, the last stage of the auxiliary turbine is provided with buckets approaching an axial flow construction. The vanes defining these buckets may be designed, with the desired ends in view, in accordance with the disclosures of my prior Patents No. 1,926,225, dated September 12, 1933, and No. 1,959,703. dated May 22, 1934, and my Patent No. 2283,176 dated May 19, 1942, mentioned above. The operation of this last stage may be best made clear by considering the conditions illustrated in Figure 4, which is a vector diagram of conventional type illustrating the flow characteristics of this stage during its operation under rated conditions and holding approximately for substantial variations therefrom. The jet velocity of the driving gases of this stage is indicated at or. The average peripheral velocity at the entrance of the buckets is shown at ur, and an is the relative velocity at the entrance. The peripheral component of the jet velocity is shown at Cul.

The average relative discharge velocity is shown at we, which, together with the average discharge peripheral velocity indicated at us, gives The peripheral component of this last velocity is Cuz and the axial component is 0112.

This diagram shows that the dynam'c efllciency of this last stage is quite low, i. e., it contributes rather little to the drive of the shaft 55. However, the approximate axial direction of the ab- .solute discharge velocity, giving rise to a very large axial component Ca2, indicates the purpose of this last stage, i. e., to secure a maximum jet velocity to give rise to a driving thruston the unit.

compressed air may be taken.

The desired flow characteristics may be achieved readily by proper choice of angles entering into the turbine blading design as described in said prior patents.

While final expansion and a high velocity jet might be achieved by nozzle expansion from the preceding stage discharge, it is highly desirable to recover substantial mechanical energy through the utilization of a final turbine stage of the type described. The first stage of the low pressure turbine is desirably designed for high efliciency.

There have not been described above the various interconections and control arrangements comprising primarily butterfly valves and pipe connections. These will be best made clear from consideration of the diagram of Figure 5, which is in the nature of a fiow diagram for the air, fuel and gases, and illustrates one regulating system, others offering special advantages being described hereafter.

The high pressure turbine unit is indicated, as

a whole, at I50, connected to a propeller 6. The multistage compressor is shown at I52, the low pressure turbine at I54, the heat exchanger at I66 and the main burner at I58. Fuel enters the main burner through a valve controlled passage I66, and the products of combustion pass through the connection I62 (physically the pipe 20) to the first stage of the high pressure turbine. A control valve I64 is provided in this passage, and in advance of it a by-pass I66 controlled by a valve I68 connects the passage I62 to the conduit I arranged to deliver the discharged gases from the high pressure turbine to the low pressure turbine. The gases from the latter, after passing through the heat exchanger arrangement provide the propulsion jet I12. Compressed air passes from the compressor through the connection I to the heat exchanger, whence it flows through I18 to the burner. The connection I14 is desirably provided with a valved outlet I16 from which A valved outlet I" in the connection I18 permits the taking off of heated compressed air for heating a'cabin or other purposes.

In the event that it is desired to add heat between the high pressure and low pressure turbines, a burner I86 may be introduced in the connection Ill).

The various connections illustrated in Figure 5 enable an operator to secure proper starting, idling and running conditions.

By control of the amount of fuel fed to the burner, the proper speed of drive of the low pressure turbine for idling may be obtained. To bring the high pressure turbine into operation and at any desired speed, the valves I64 and I68 are simultaneously manipulated, I64 being opened as I68 is closed while the feed of fuel is regulated. To bring the high pressure turbine up to full power, I64 may be opened fully and I68 closed with a maximum introduction of fuel. By the proper control of the introduction of fuel which controls the working gas temperature, it will be evident that the high pressure turbine may be driven at any desired rate and that the low pressure turbine driving the compressor may be controlled to suit the air requirements of the burner for proper operation. The low pressure turbine may be automatically governed so that its operation will correspond to the demand placed upon it, though this is in great part automatically the result of its operating as one or more stages subsequent to the main turbine.

While,in general, the discharge gases from the high pressure turbine will retain suflicient energy to drive the auxiliary low pressure turbine to take care of its compressor load, if the heating of a large airplane and the maintenance of supercharged condition in its cabin is also one of the burdens of the low pressure turbine, auxiliary heat may be introduced into the gases driving the low pressure turbine through the presence of an auxiliary burner I86 interposed in the connection I10. The desirability or necessity for the presence of this burner depends on the load which must be carriedby the auxiliary turbine.

The description thus far outlines the basic principles of the invention which, in their broadcf aspects, involve the use of a high pressure turbine developing the entire useful brake horseuse of a low pressure turbine mechanically inde-' pendent of the high pressure turbine and capable of independent control to drive a compressor at whatever speed is necessary to suit the prevailing load and altitude requirements. In attempting to carry these basic principles intopractice, however. it is found that various embodiments of the invention have disadvantages, and it seems anncult, if not impossible, to provide an embodiment of the invention which is without any disadvantages. Accordingly, there will now be described various additional modifications, each overcoming one or more of the drawbacks of the modification heretofore described, which modification, however, has its own distinct advantages. In order to bring out the features of the additional modiflcations more clearly, there will first be discussed various disadvantages which may occur in the several designs and which it is the common object of all of them to cure to the extent to which this is consistently possible.

In aircraft design, and particularly in the design of high speed planes, bulk and weight of the driving unit must be kept at a minimum. Crossover piping between high pressure and low pressure turbines and the piping which may be embodied in the combustion chamber and which connects the discharge header of a heat exchanger with the high pressure turbine represents an objectionably large percentage of the whole bulk and weight of the unit. Furthermore, this piping must be located outside the actual power plant nacelle, and even though it is located within the wings of the airplane, it greatly increases the frontal area of the power plant.

Friction in long connecting passages, and particularly in their sharp right angular turns, represents a major loss in the eificiency of the unit and should be kept to a minimum.

It is of great importance for maximum efiiciency that the passage provided for the combustion air between the point where it is taken on board an airplane and the inlet to the first stage compressor impeller should be as smooth and free from turns as possible and the air intake so arranged as to get the maximum possible advantage of the ram effect, 1. e., the effect of relative motion of the airplane and air.

If a multiple stage low pressure turbine is provided, it should not involve too great an overhang of a low pressure turbine-shaft for reliable performance in an airplane intended for great maneuverability and wherein high acceleration forces must be taken into account. v

If a large number of stages of compression are involved, as in the four stage compressor illustrated in Figures 1 and 1A, the unsupported 

